NEXT architects are working on a unique series of bridges all over the world. This time, their latest design isn’t an intriguing bat bridge (nominated for the 2016 Dutch Design Awards), but an iconic bridge in China: the Lucky Knot. The new steel pedestrian bridge in the Chinese mega city Changsha is 185 metres long and 24 metres high and fits perfectly in the sequence of extraordinary bridges that characterise NEXT’s practice; by explicitly engaging with the local context, the bridge designs offer new perspectives.

The eye-catching Lucky Knot has down-to-earth Dutch roots: NEXT architects holds offices in Amsterdam and Beijing. In 2013, after the completion of their breathtaking Melkwegbridge in Purmerend, NEXT was invited to take part in an international competition to design a new bridge to be constructed over the Dragon King Harbour River in Changsha’s rapidly developing ‘New Lake District’. For this special commission, the teams in Amsterdam and Beijing joined forces to come up with the unique, winning design: the Lucky Knot. Combining the Dutch team’s expertise in infrastructure and water management and Chinese team’s perseverance and knowledge of the local context was a crucial part of the process. The bridge has already become an icon, and was selected by CNN as one of the “most spectacular bridges that break the mold.”

“NEXT’s designs for both international and national clients distinguish themselves for their singular relationship with their surroundings, their enhancing of the experience of the specific location, and their added value to the site. This is also the case in Changsha. The city is growing and changing rapidly. This context called for a unique gesture to inspire passers-by,” comments Michel Schreinemachers, partner at NEXT architects Amsterdam.

A thousand and one steps

The bridge is a key project in developing the area’s public space, and was designed with recreational, ecological and tourist activities in mind. The bridge connects multiple levels at different heights (the river banks, the road, the higher-placed park as well as the interconnections between them). The final shape of the bridge is the result of -literally and metaphorically- knotting all these routes together. “The shape of the Lucky Knot was inspired by the principle of the Mobius ring, as well as by the Chinese knotting art. In the ancient decorative Chinese folk art, the knot symbolises luck and prosperity,” says John van de Water, partner at NEXT architects Beijing. The bridge owes its imaginative appeal to the combining of tradition and modernity.

“The Lucky Knot is more than a bridge and a connection between two river banks. Its success lays in bringing cultures together, and in the fusion of history, technology, art, innovation, architecture and spectacle,” adds NEXT architects Beijing partner Jiang Xiaofei.

The Lucky Knot connects, illuminates and entertains. The bridge offers a spectacular view of the river, Meixi Lake, the city of Changsha and the surrounding mountain range. Thanks to its remarkable LED lightshow, the bridge is set to become a landmark attraction in the light route that traces the path of the Dragon King Harbour River.

About NEXT

Since 1999, NEXT architects has developed a highly diverse practice that encompasses research and design projects in the fields of urban planning, architecture, interior, and infrastructure. NEXT continuously explores the boundaries of design, actively seeking exchanges with other disciplines. NEXT specialises in the creation of unique bridges that capture the imagination of the viewer. Recently completed projects include the ‘Bat Bridge’ over the Vlotwatering in Monster (NL), the Dafne Schippers Bridge in Utrecht (NL), De Centrale As highway in Friesland (NL), and the Rose Museum in Beijing (CH).

Rogers Partners was chosen by the Buckhead Community Improvement District to deliver a detailed plan and concept design for an innovative park over the GA400 freeway and the MARTA regional light rail platform and tracks. Our design for the park will make strategic connections over GA400 and MARTA to enhance the life of the district, tailored to the specific qualities of the site and authentic to the Atlanta region.

Buckhead Park over GA400 recognizes an opportunity to occupy the gap created by the GA400 freeway with a dense cover of native trees that link adjacent canopies. The undulating Piedmont topography, direct transit access, and potential cultural opportunities present a rich landscape into which we weave this new signature public space. Enveloping plantings derived from native Piedmont plant communities tell the natural story of the region while providing ecological function by reducing the heat island effect, capturing stormwater, and supporting native flora and fauna that are co-adapted to each other and the Atlanta climate. We are working with Nelson Byrd Woltz Landscape Architects to create the front yard and center of the Buckhead District.

The 2,500-foot-long public space over the highway will provide ample capacity for a mix of distinct spatial experiences including the shaded grove of the Commons for picnics and casual gatherings, a grand Plaza with vibrant edges and a large public display at the train stop, lush and intimate Gardens for immersive nature and art walks, and more. Spanning the length of the park, an Allée of high-canopied pines provides a defining structural element to the sequence of spaces. With dappled shade and majestic trunks, the Allée moves through the distinct zones with a linearity that contrasts with the sweeping curves of the ground plane.

This project extends deep into the district and will improve walkability and access to the MARTA commuter rail station. Activated pedestrian paths seamlessly connect the neighboring streets and the park, encouraging foot traffic into and across the park throughout the day. The park also becomes a prime destination on Path 400, a regional recreational and commuter bike path and running trail that will be integrated along the length of the park with improved connections at either end to regional destinations beyond. A bike share station is included at the central pavilion in the Plaza, at the entrance to the MARTA station. The park is envisioned as a model for the multimodal future of Atlanta.

The Foot and Cycle bridge, named Byens Bro(The City’s Bridge), provides a link between Central Odense and the new urban developments by the harbor. The bridge provides better access to the platforms of the railway station, while it at the same time creates a magnificent new landmark for Odense, Denmark’s third-largest city.

The new foot and cycle bridge gives shape to Odense Municipality’s vision of a transport link for cyclists and pedestrians across the railway, using simple and effective architectural tools. The bridge is a dynamic and spectacular extension of the existing urban space of Odense, as it connects the urban quarters north and south of the railway. It has become a beautiful, practical and organic part of Odense’s urban space, and easy to use for all pedestrians and cyclists and for the many people travelling to and from Odense by train every day. This basic functional quality translates into a bridge that blurs the boundaries between architecture and engineering artistry and gives Odense an inspirational and efficient traffic solution as well as a striking landmark that will stand the test of time.

The bridge is devised as an extension of Odense’s existing infrastructural grid and therefore it is actually two bridges in one: a cycle bridge designed to cater for cyclists’ traffic needs and a foot bridge providing the very best access conditions for pedestrians. For comfort and safety reasons, the two functions are segregated but visually and architecturally, they are brought together in one bridge.

A prominent feature of the bridge and the city is the 30-metre pylon in mirror-finished steel carrying the longest span of the bridge and marking its roots in the city. The lighting of the pylon follows the same principles as that of the rest of the construction and reflects dynamically what it is all about, namely the motion of people and cyclists crossing the bridge. The bridge is designed through the natural traffic patterns and creates a beacon for Odense and a celebration of non-motorized traffic.

The bridge enriches the urban space of Odense with two new attractive squares — one in the centre of the city and the other near a new adult education center. The squares serve as meeting points and arrival areas for train passengers and provide room for some 1,400 bicycle parking spaces. The stairs can be used as seats when events take place on the squares and in King’s Garden — the park across the street.

Gottlieb Paludan Architects has acted as design architect and lead consultant on the project with subconsultants ES-Consult, NIRAS, Bartenbach and lighting-design artist Anita Jørgensen. The construction project has been carried out by Bladt Industries A/S. The bridge opened in the summer of 2015. Since the bridge has received a European Steel Design Award of Merit in 2015 and a prize for ‘beautiful buildings and structures’ from the city of Odense.

The Moody Pedestrian Bridge is a one of a kind Inverted Fink Truss bridge in Austin, Texas. The bridge connects two buildings as part of the Moody College of Communication at The University of Texas. It crosses over West Dean Keeton Street, a busy thoroughfare that traverses the campus. The bridge is characterized by a series of slender steel towers that vary in height and scale creating an elegant statement along one of the major avenues surrounding the campus. This type of bridge is the first of its kind in the United States, and the only one worldwide with a single support tower as the main loading member. The overall length of the bridge is approximately 300’ (91m) with a slender high tower of 65’ (20m) which marks the bridge crossing from a distance creating a gateway to the university campus for students and visitors alike. The pedestrian bridge compliments the architecture of the Bello Center, one of the recently completed buildings of the College of Communication. The bridge has integrated aesthetic lighting into its stainless steel railings.

The San Shan Bridge spans across the Gui River and will be an integral part of the infrastructure program for the Olympic Winter Games 2022 in Beijing and connects the city center with Zhangjiakou. The english translation of “San Shan” is 3 Mountains and describes the form of the bridge seen from the side with its 3 arches connecting to its hilly backdrop.

The location for the Bridge is a gateway between the density of the city and the undulating river valleys in the North of Beijing. The area around the bridge is rapidly growing in popularity with both residents and tourists as a recreational area. There, the bridge forms an inviting sculpture to a more mountainous scenery on the way to Zhangjiakou, where all major outdoor competitions at the Beijing Olympics are being held. Right next to the San Shan Bridge is an area designated to the Beijing Horticultural Expo 2019. Major developments by international architects will turn this region into an exhibition hub, which afterwards will transform into a get-away, recreational district for the citizens. Connecting all these important locations, the bridge forms an essential public link for a wider Beijing Expansion Masterplan and will formally integrate the new territories into Beijings urban fabric.

The formal inspiration for the San Shan Bridge is a conjunction of its undulating surrounding and the meaning of the Olympic symbol, which consists of five interlaced rings of equal dimensions. A union of the five continents is represented within the rings. The main structure of the bridge is conceived as a series of rings, which connect at their highest and lowest points. The rings perform as a main structural element and suspend the bridge deck with steel cables in-between them. ‘Entering the rings’ on the way to the Olympic competitions, should be seen as an contextual icon for the Games.

From its side, the bridge is seen as a sequence of mountains and valleys and is in an harmonious dialog with its neighbouring green hillsides, blurring the manmade structure with the natural surrounding. Seen from the top, the bridge connects the two shores of Gui River through a DNA string-like dual helix. Visitors of the Olympic Games, who are approaching the river are introduced to a multifaceted icon that changes its appearance based on ones perspective towards the bridge.

The structure of San Shan Bridge connects the shores of Gui River through a 452 meter long bridge deck and is divided in three sets of cross-connected arch-like steel structures with a maximum span of 95 Meters. The sequence of arches form a prestressed doublehelix, which intersects and supports each other on their bottom and top. The helix is designed and engineered to be as slender as possible and positioned to offer the best structural performance. The bridge deck is suspended from the structure by high-strength steel-cables, that connect to the arches in a cross-weaving way.

Similar than a structure of a rollercoaster, the form of the spatial arch is built from tubular stainless-steel struts and strong in lateral resistance through its connections. Each member of the arch is composed of five steel tubes that are connected by batten plates and carry the loads to its solid foundation platforms. Although each member of the arch is twisted, it is stabilised by the pre-tension of the cable from buckling under compressive loads.

The longitudinal stiffness of the bridge is largely enhanced by the cross-connected nature of the cables to resist the dynamic load of the vehicles. The undulated surface formed by the cables define and enclose the interior space of the bridge.

Based on its dual helix structure, the bridge utilises 5 times less steel than a conventional box girder bridge.

The transportation lanes and the pedestrian lanes are divided by a natural stripe of hedges and trees, which connect the 2 green shores over the span of the bridge. This enhances the bridge as a “public space” and separates the visitors from the traffic.

The San Shan Bridge is an outcome of a combined effort between Penda as an architect and engineers to streamline a design which is based on a connection of formal principles and structural innovations.

Through this shared effort it is possible to design a unique structural form, that can become a symbol for an inviting spirit of the Olympic Games and beyond can promote Beijing’s identity to be globally connected city.

Penda is a fresh and motivated team of international creatives based in Beijing and Vienna. In 2013, Chris Precht and Dayong Sun founded penda with the belief that architecture can serve as a bridge, which connects nature, culture and people to strive for a better quality of living.By drawing different perspectives from western and eastern history, Penda seeks the fundamentals in architecture and tries to interpret and integrate them into one cross-cultural design-language. Therefore we are interested in the questions of how life evolved throughout history, what influenced its process up to the present and what architecture can add to increase the quality of life for the future.We love what we do and are truly passionate about architecture & design to develop every project with our uttermost dedication. Impelled by our passion for nature and its materials, we try to design projects, which connect people to our natural environment and seek opportunities to create spaces, which contain the ability to nurture life.Living in an age of economy with the credo of larger, higher & faster, we see the possibility, that architecture can serve as a countermovement of a steady and long-lasting profession, which offers a constant in a fast-changing era. Therefore architecture should reply in a responsible, technological and ecological way to climatic, demographic and geopolitical changes of our society and environment.

Designed by the DVVD architecture, design and engineering agency, the overpass on the Loing links the municipalities of Saint-Mammès and Veneux-les-Sablons, in the department of Seine-et-Marne. More than just a connecting structure, this is a sculptural work which banks upon simplicity and elegance in design to enhance an equally remarkable site.

At the confluence of the Loing and the Seine, the overpass constructed by the DVVD architecture, design and engineering agency blends perfectly with its remarkable setting in the heart of Seine-et-Marne, a favourite site for walkers in the Ile-de-France. This panorama inspired numerous studies, sketches and paintings by the famous impressionist artist Alfred Sisley in the late 19th century. !00 years later, the spirit of creativity is still at large here, as evinced by the cleancut metal arch, 67 metres in length, which connects the municipalities of Saint-Mammès and Veneux-les-Sablons. First conceived early in the 20th century, the installation of an overpass has been much discussed since, with a fear in many quarters of the consequent spoiling of the site. It was by the particular consideration of this mandatory respect for the existing setting that the DVVD agency was able to win the competition organized in 2010 by the Inter-municipal Syndicate of Boundary Developers [Syndicat Intercommunal des Maisons du Bornage]. Given a free choice of location, the architects sited their project at the margins of the Seine, at a location where the Loing is relatively broad, and where the banks are free of road traffic and urban development. This siting also allows the lines of force delivered by the landscape to be exploited, and to enjoy the fruits of reciprocal enhancement.

Caressing both banks, the overpass unfurls freely, on the left bank towards the Veneux-les-Sablons tow path, and on the right bank towards the car park of the Saint-Mammès market. Its arched form is more clearly suggestive of a water crossing than a girder or trellis structure, while establishing a strong visual link between the two towns. The structure is supported on foundations which are independent of the banks, which themselves are reinforced over a length of 10 – 15 metres: on the Saint-Mammès side, the existing quayside, of cement construction but affected by cracks, has been consolidated by the installation of a beam; on the Veneux-les-Sablons side, a bundled structure of willows and timber piles, combined with geotextiles, improves the mechanical strength of the bank, hitherto comprised of backfill covered with herbaceous vegetation and a few woody plants. The symmetrical design of this structure is comprised of two slender load-bearing arches, with a deck suspended from reinforcements which are supported by the arches. Manufactured and painted at the Viry workshops in Remiremont (Vosges), the latter were transported in three sections respectively and welded in situ. The curvature in elevation is matched by the curvature of the decking plane: the decking is expanded in the central section to form a panoramic viewpoint over the river. Over and above its function as a crossing, the overpass serves as a landmark, a destination for walkers and an exceptional observation point.

The overpass is distinguished by the restraint and elegance of its geometry, which render it virtually transparent in the landscape, without impairing the impression of freedom and exposure to the sky which are symbolic of the confluence of the Loing and the Seine. This sensation is attributable to the lightweight profile of its superstructure, constructed of high performance steel, for the optimization of structural behaviour. The arches are designed in rectangular sections, reconstituted by welding, constant in the area above the decking and of variable inertia in the lower sections, flaring to form a bedding structure at ground level. The reinforcements which support the decking are also reconstituted by welding in a variable inertia arrangement, and are suspended from the arches. The overall form of the structure is resistant to bending, but also to torsional loading associated with winds or the application of imbalanced dynamic loads to the decking. Dictated by the proximity of the naval shipyard, the air draft has been extended up to 6 metres, reducing the visual impact of the structure while enhancing the dynamism of its design. Broadly-spaced cradles (at intervals of 5.40 metres) are suspended below the arches, and carry H-section girders for the formation of the decking structure. In the interests of convenience, natural water drainage and anti-slip properties, the latter is formed of rot-proof timber planks in a crosswise arrangement. The architects from DVVD summarize the design as follows : “ In spirit, the project as a whole is distinguished by details, which we have endeavoured to keep clean and simple, allowing the intent of the project to take precedence ”.

Constraints associated with the observation of the river transport loading gauge, and associated with accessibility for environment-friendly forms of transport and persons with reduced mobility, have resulted in the deployment of appropriate systems. In order to avoid blocking the view to the river, and to prevent the loss of parking spaces, the option of ramps has been excluded. The least cumbersome access solutions possible have been preferred: two stairways, in compliance with PRM standards, supplemented by two smooth and inclined platforms for the upward access of pushchairs, and a rail to facilitate the climbing and descent of bikes. In preference to the deployment of lifts, and their resulting encumbrance on the landscape, monolifts are arranged along the discrete safety rails on each bank, with reinforcements for the installation of two guide rails. The stairways are provided with a similar finish to the decking, with 195 x 35 planks at 40-millimetre intervals, of sufficient width to be secured at four to six points, and longitudinally grooved. The anti-slip facility is enhanced by the incorporation in each plank of two machined recesses, filled with a mixture of silica sand and resin of the corundum type. In the interests of safety and comfort during crossing, the decking is lit from the safety rails, with the addition of projectors to illuminate the arches from the base of the structure. All hardware has been selected with characteristics which will permit operation in a punishing urban environment, with limited maintenance requirements.

Given the importance of this structure, and its location, highly stringent regulatory conditions have been applied. An initial detailed analysis of hydraulic impacts (with the modelling of water run-off at the confluence, under normal circumstances but also under high-water conditions), revealed a very low, if not zero impact upon water run-off, associated with the limited footprint and the slender design of this structure. An evaluation of impacts upon the natural environment was also completed and referred to the River Police who, after the conduct of an analysis, approved the execution of the project. As this is a classified site, a number of meetings with the architectural heritage agency ABF (“Architectes des Bâtiments de France”) and with the DRIEE (Regional and Inter-departmental Directorate for the Environment and Energy) were also necessary for the optimum appraisal of impact upon the landscape, and for the finalization of the moss grey colour of the metal components. In complete harmony with the landscape, the DVVD agency has delivered a work which is remarkable in every respect: elegant lines, lightweight construction, simplicity, accessibility and low impact. With these qualities, the overpass creates a sense of always having belonged to its surroundings. This project convinces by the strength of evidence.

DVVD is a Paris based group of architects, engineers, designers, builders and thinkers effective within the fields of architecture, urbanism, research and development. The office gathers over forty people, involved in a large number of projects throughout Europe. To deal with today and tomorrow challenges in urban design and architecture, we explore new fields by overlapping conventional approaches, taking advantage of our solid know-how, with new concept to better fit the future life forms. Finally, we create unique, lively, sustainable projects that reach beyond themselves and become a durable value to the users, the society and the culture they are built into.

A linking structure on the Boulevard Périphérique between Paris and Aubervilliers, the Claude Bernard overpass, which bears the distinctive stamp of the DVVD architecture, design and engineering agency, has been in service since 2nd October 2015. Sympathetic to its environment, this sculpted structure, formed entirely of curves, is a strong landmark in the changing panorama of the capital.

Simple as a brushstroke, slender in form, the Claude Bernard overpass elegantly spans the Boulevard Périphérique between Aubervilliers and Paris. This arched timber structure, nearly 100 metres in length, connects the Parc du Millénaire to the Claude Bernard urban development zone, the very embodiment of an emblematic site. In this rapidly-changing district, a flagship for development policy in the north-east of the Ile-de-France, office blocks and residential buildings rub shoulders with a cinema, a nursing home, a nursery, a school, sports facilities, a multi-mode transport hub (incorporating the RER E rapid transit line, four bus routes, and routes 3 and T8 on the tram system), a park and a shopping centre. This developmental diversity has dictated a fresh approach to the consideration of urban density, multi-functionality and compactness, further accentuated by an overall environmental approach which is consistent with the objectives of the climate action plan of the City of Paris. One change leads to another: a change in the status of the city ring road, now conceived as an urban boulevard. The scale of this challenge was therefore to support this local dynamic through the provision of an overpass. More than just a bridging structure, this needed to be a unifying and symbolic feature. This brief has been perfectly realized by the architects at the DVVD architecture, design and engineering agency.

A technical project such as an overpass involves constraints which are not run-of-the-mill. The requirement for the least possible disturbance to vehicle traffic, for example, dictated an unusual installation procedure: once the pile-mounted abutments with their associated stairways were in place on either side, the central section, fully-fitted with its timber cladding and decking, was mounted on its permanent supports in a single night. This arduous operation involved the deployment of a mobile crane of exceptionally high capacity, of a virtually unique type in Europe. This crane was positioned on the outer Boulevard Périphérique, fitted in record time with the numerous counterweights required to increase its load-bearing capacity, completed the lifting operation, then disappeared, allowing traffic to resume under a new crossing structure. With the same idea of optimization in mind, the definition of the geometry of the overpass as a continuous arch, with no drops, and the design of its metal framework structure have been executed using sophisticated digital tools. The objective was to lighten its structure, optimize the budget, economize on raw materials and facilitate the lifting operation. The scheduling of the night-time lifting operation, on 14th May 2015, was planned minute-by-minute by the prime contractor and the project contractors. The installation of the walkway involved the simultaneous closure of carriageways on the inner and outer Boulevard Périphérique for three hours – an operation which had never been undertaken since its opening. This precision-engineering project was conceived in partnership with the services of the City of Paris and the Prefecture.

The Boulevard is crossed between the Rue Lounès Matoub – on the side of the 19th arrondissement of Paris – and the roadway which runs between the buildings of the Parc du Millénaire in Aubervilliers, now made more accessible by this new strategic axis. The Claude Bernard overpass launches itself from the south, extending from the pedestrianized square which accommodates the cinema, inviting the user to sail over the Périphérique and make a gentle landing to the north, in a logical extension of the angle formed by the recently-delivered services building. The proposed route is simple, direct and clear for all pedestrians, who will instinctively use the broad-stepped stairways on either side of the overpass, or the landscaped ramps which offer easier access and the straightforward movement of traffic in both directions, for persons with reduced mobility, bikes or pushchairs.

“Our primary intention was to create a strong and continuous visual link between the two sides of the ring road. This argued naturally in favour of an arched structure, which is suggestive of walking, crossing, and a leisurely stroll.” Daniel Vaniche

Midway across, more generously-dimensioned plots provide rest areas and panoramic viewpoints. Once above the Boulevard Périphérique, the structure is conceived as a unifying space which accommodates bikes and pedestrians alike, in an arrangement where everyone can rub shoulders without impeding each other. The rising curve of the walkway is matched by a variation in the planar profile of the decking, which allows a natural connection to be formed between the streets at either end, ensuring the continuity of both the landscape and the route employed. And again in the interests of natural extension, the overpass is built to a street-level scale: its dimensions ensure its approachability for pedestrians, making it a key element in the network which enhances the flow of traffic in this area. This contextual evidence reinforces both the visual and the spatial proximity of the two sides of the Boulevard Périphérique.“This is primarily an urban project, ahead of any design or architectural features. A continuation of the existing street provides a link in the territorial network, delivering spatial and visual continuity.”

In order to reduce the height of the structure and its impact upon the landscape, and in the interests of a more subtle outline, the load-bearing structure has been conceived as two variable-inertia three-dimensional arches, which are concealed in the protective housing which serves as a safety barrier. This solution enhances the inertia of the structural beams and reduces weight. Ultimately, this optimized structure has a weight of less than 270 tonnes, thereby saving raw materials, reducing the ecological impact of the structure and allowing the latter to be lifted by crane. This design also allows the level of pedestrian traffic to be lowered by more than one metre. The structure is arranged on either side and not below the decking, resulting in a 20-metre ramp and six fewer steps on either side. Above all, a continuity in perspective is maintained from one side to the other, making the structure more urban in character and less imposing. The metal framework is concealed behind the protective timber cladding, which interacts with the light. Its transparency allows visual contact between pedestrians and drivers, while maintaining a degree of distance. This is a unique and identifiable design.

“The ramps are incorporated into the design of the linear forest, which enriches the district with a facility for an unexpected stroll.” Bertrand Potel

“The slatted timber cladding delivers the initial reassurance of visual density, followed by the surprise of its curvature, and ultimately its open views over the Boulevard Périphérique.” Bertrand Potel

The asymmetrical arrangement of the two structural arches breaks the monotony of the crossing, which is also highlighted by the pattern of the double-sided timber fretwork. At the centre of Boulevard Périphérique, the planks are taller and closer together, obstructing the harrowing views of the traffic 6 metres below. Pedestrians are thus provided with an enclosed interior place, with greater protection from noise, speed or pollution. Conversely, in the interests of transverse views from the Boulevard Périphérique and its borders, the more widely-spaced planking becomes transparent: the overpass is disembodied. This combination of contrast and expansion multiplies the interplay of light, thereby contributing to the dynamism of the structure. Through its successive filtering elements, the overpass opens up to the skies and the surrounding landscape, allowing the user to stroll, to stop at will, and enjoy a balcony over the city. An unprecedented panorama, further enhanced at twilight by the light fittings which are incorporated into the structure.

Its geometry, design and cladding make the Claude Bernard overpass an essential and key feature of this site, in both functional and symbolic terms. A capital structure.

The Solar Zigzag Footbridge is a design proposal for a public functional art structure. The painted steel bridge is designed to span one hundred feet over a roadway, a stream, or a ravine. The structure is thirty-two feet tall, and eighteen feet wide. It is made from six overlapping triangular shaped steel trusses that are welded together and separated by a steel and wood planked walkway near the center, and a frame at the top that supports five large solar cell panels. The solar cell panels are used to generate electricity for the community in which the Solar Zigzag Footbridge is located, and to light the structure at night.

The concept behind the aesthetics of the design is based on the visualization of the flow of electrical energy from the sun, through the solar cells, and into the local community. Symbolically, the visitors to the bridge can walk through this flow of energy as they move from one end to the other.

The Solar Zigzag Footbridge is one in a series of public functional art projects that explore new and exciting ways in which public art can also be used to make energy from the sun, for the communities in which they are installed.

Istanbul based award winner studio Alper Derinboğaz,Salon designed Beylikdüzü Life Valley Bridges and Routes masterplan project with the guidelines of possibilities, the ideas, the dreams, and the scenarios under the title of “Keeping the Valley Alive” within shaping the future of the valley will be pieced together with the targets of keeping it livable, accessible, sustainable, feasible. Salon detailed the design process with in 3 main headings, namely Access the Valley, Feel the Valley, and Watch the Valley to make up the backbone of the project with the inclusion of transitions and strong relationships between different scales such as the civil society, the city scale, the district scale, and the bridge scale.

In concept of Beylikdüzü Life Valley Bridges and Routes urban design project, the possibilities, the ideas, the dreams, and the scenarios Salon has thought of for the life valley was collected which is at the heart of Beylikdüzü, under the title of Keeping the Valley Alive. All decisions to shape the future of the valley will be pieced together with the targets of keeping the life valley livable, accessible, sustainable, feasible, and alive. It has been detailed the “Keeping the Life Valley Alive” construct in 3 main headings, namely Access the Valley, Feel the Valley, and Watch the Valley. Within the scope, it has transitions and strong relationships between different scales such as the civil society, the city scale, the district scale, and the bridge scale make up the backbone of the project.

The basic principle in the approach to the valley design has been comprehension of the valley from different angles. In line with this principle, spaces have been created that will draw people walking or riding bicycles inside the valley and that will appeal to their senses. The valley has been divided into zones with axes with remnants from the urban texture and these zones have been divided into different themes and functions. Focus points and stations have been placed within these zones. Stations repeating throughout the valley are defining bicycle parks, sitting areas and shaded areas, and are also presenting a symbol that is defining the valley identity. The valley has been divided into 6 regions in the north south axis; the youth zone, the bonding zone, the discovery zone, the recreation zone, the transformation zone and the production zone.

Concept of Beylikdüzü Life Valley Bridges and Routes urban design project, the possibilities, the ideas, the dreams, and the scenarios Salon has thought of for the life valley was collected which is at the heart of Beylikdüzü, under the title of Keeping the Valley Alive. All decisions to shape the future of the valley will be pieced together with the targets of keeping the life valley livable, accessible, sustainable, feasible, and alive. It has been detailed the “Keeping the Life Valley Alive” construct in 3 main headings, namely Access the Valley, Feel the Valley, and Watch the Valley. Within the scope, it has transitions and strong relationships between different scales such as the civil society, the city scale, the district scale, and the bridge scale make up the backbone of the project.

Many bridges in the world with symbolic significance strike the attention with their outlook and use value as well as their form and technical features. The Life Valley Bridge plans the passage as a touring route and allows you to sense the valley and the environment from many different perspectives.

The bridge silhouette substitutes the horizon as far as it is exceeding the valley. The shortest line between two points on the other hand cannot provide a sufficiently rich route in order to sense the horizon. In this context the Walker Bridge creates a unique walking route for recreating this horizon that is lost in the natural view, helping us to sense the horizon in different forms, in a sense copying and pushing off the horizon with the watching bridge.

The desire for touring and walking involves a wish to distance oneself from monotony and a search for adventure without risks. The Watching Bridge reveals a very different feature to its visitors in the dark. The lighting poles designed as an extension to the bearing system turn into a performance with the movements of the visitors at night. The light chain bends and turns throughout the route and passes over and under it, and embraces the vehicle bridge.

The watching terrace, the bicycle road, and the walking road provide a scenic walking route under the bridge and they are hanging in the air. It is expected that this structural system and its supporting principle will give the visitors on the platform the feeling of hanging in the air and provide them with a liberating experience.

The walker connection links the two sides and it is designed as a road that shapes the tour as an experience, one where you can experience the natural landscape, the aromatic scents, the bird songs, and the thematic gardens. This passage is planned together with a route that appeals to all the senses with the natural flora and fauna. This journey provides you with rich experiences with slopes flowing into watching terraces, walking down to the valley from various created spaces.

The “Net” becomes a real structure in our project, a long fluid and articulated structure connecting two points.

This structure develops itself at different levels between an height of 3 and 10 meters reaching the ground in particular points and defining and wrapping the space below.

This space is conceived as a park with green areas, vegetable gardens, sport and leisure structures ordered on a linear path.
Our Net is simply leaned on the existing bridge recovered as it was and just painted.

The net is supporting a variety of vegetation on its top and along the parts reaching the ground and this vegetation gives shadow where is needed.